Motor vehicle control apparatus



April 29, 1947. F. H. BEALL MOTOR VEHICLE CONTROL APPARATUS Filed July29, 1939 4 Sheets-Sheet l INVENTOR.

April 29, 1947. F. H. BEALL 2,419,810

MOTOR VEHICLE CONTROL APPARATUS Filed July 29, 1959 4 Sheets-Sheet 2 ISO2I2 INVENTOR.

2AM A4 died/e4 April 29, 1947. F. H. BEALL 2,419,810

MOTOR VEHICLE CONTROL APPARATUS Filed July 29, 1939 4 Sheets-Sheet 3 Nkkv April 29, 1947.

F. H. BEALL MOTOR VEHICLE CONTROL APPARATUS 4 Sheet -She'et 4 Filed July29, 1939 LUQ LQSo o mm ocu INVENTOR.

Patented Apr. 29, 1947 UNITED STATES PATENT OFFICE MOTOR VEHICLE CONTROLAPPARATUS Frank H. Beall, Maplewood, N. J.

Application July 29, 1939, Serial No. 287,424

maintained at all times whether when running up hills or on the level.It is not economical to accomplish this result by the use of a singleprimary engine of large size and it is more economical to employ anauxiliary engine to suppiement the power of the primary engine wheneverthe additional power is needed.

Heretofore, the use of such an auxiliary engine combined with a mainengine has been described 'in U. S. Patent to C. R. Short, No.1,768,530,

but the present invention represents a distinct and importantimprovement thereover with respect to starting, stopping and control ofthe auxiliary engine and its combination with the main engine.Accordingly, I propose to employ an auxiliary engine which may beautomatically started from rest and automatically brought into use asrequired, and automatically stopped when not needed. This will ensurethe greatest economy of fuel since the auxiliary engine will be run andused only a part of .the time. The additional power then is suppliedonly when and as needed. When not needed, the auxiliary engine is atrest and thus consumes no fuel.

It is an object of this invention to provide conventional control forthe primary engine and an automatic control for the auxiliary engine sothat the auxiliary engine will be automatically started and connected tothe driving shaft of the vehicle when, despite full throttle, the speedof the vehicle falls below a predetermined minimum due to the primaryengine not delivering sufficient power, and automatically disconnectedfrom the driving shaft and automatically stopped when the vehicleattains a predetermined high speed.

v Another object of my invention is to so arrange the automatic controlfor the auxiliary engine that, when once started and connected to thedriving shaft of the vehicle, it will continue to run and supplysupplementary power, although the speed of the vehicle exceeds thepredetermined speed at which the auxiliary engine was started andconnected, and although the power of the primary engine falls belowthepredetermined point at which the auxiliary engine was started andconnected,

It is a further object of my invention to assure a certain range ofoperation for the auxiliary engine automatically, so that it will not beconstantly started and stopped with slight changes in the speed ofthevehicle or in the power of the primary engine. Also, this inventionprovides means whereby the auxiliary engine is prevented fromfunctioning at low speeds of the vehicle or main engine, or when themain engine is at rest.

By this invention, once the conditions are established so as to requirethe starting and connecting of the auxiliary engine, said operationswill be performed and thereafter the auxiliary engine will continue torun and deliver power to the driving shaft until substantially differentconditionsof vehicle speed and diiferent conditions of primary enginepower come into existence and cause the auxiliary engine to be stoppedand disconnected automatically.

Other objects and advantages will appear in the course of the followingdescription taken in connection with the accompanying drawings andappended claims.

In the drawings: I

Figure 1 is a plan view of a portion of an automotive vehicle chassisprovided with a main or primary engine and an auxiliary engine;

Figure 2 is a diagranmiatic showing of one form of automatic control forthe auxiliary engine in relation to the vehicle and to the primaryengine; 1

Figure 3 is a diagrammatic showing of a modi fied form of automaticcontrol system for the auxiliary engine;

Figure 4 is a sectional view of the starting and one way clutch element92 of the automatic control system shown diagrammatically in Figure 2;

Figure 5 is a diagrammatic showing of the control element 16 which isresponsive to the changes in the pressure in the intake manifold of theprimary engine;

Figure 6 is a diagrammatic showing of a modified form of control element16 which is responsive'to the movement of the throttle 0f the primaryengine;

Figure 7 is a diagrammatic showing of the control element 11 which isresponsive to the speed of the vehicle or of the engine or other part ofthe vehicle driving train, whichever may be selected;

; Figure 8 is a. diagrammatic showing of the three automatic controlswitches to be operated to interrupt the circuit to the ignition systemof the booster engine, thereby stopping it. Being connected to thevehicle by a one way clutch, the booster engine is disconnected from thedriving train of the vehicle as soon as its speed falls below the speedof the torque shaft 34.

Figure '1 shows the details of the relay switch 11 and the wiring of thegenerator 85. For convenience of explanation the generator 85 is shownas separately excited by current from the battery through the conductorI58. A shunt wound generator would serve equally well. In the excitationshown, the return circuit from the field coil I51 is to the groundeither through conductor I59 and the resistance 86 or as shown, throughconductors I59, I64 and I60, the contact points I63 and I6I beingbridged by the bar I62 on the underside of the armature from which it issuitably insulated. When the connection between the points I63 and I6!is broken, the circuit is completed through the resistance 86 which willreduce the current in the field coil I51 and thereby reduce the voltageof the generator and of its outside circuit through the conductor 84 andthe coil I50 to the ground.

The circuit in the line is shown interrupted by the separation of thetwo contact points I53 and I54. This may be the condition when thevehicle speed is above the predetermined point, for example, miles perhour. If, with the switch in this position, the vehicle speed should beincreased the generator voltage will also increase and continue to holdthe armature I55 down in the position shown. If the vehicle speed shouldbe lowered below the predetermined point, for example, 20 miles perhour, the coil 450 is so designed that it will no longer be able to holdthe armature I55 down against the tension of the spring I56 shown at theleft end of the armature I55, and the circuit in the line 15 will becompleted through the contact points I53 and I54. This will interruptthe circuit from the field coil I51 through the conductors I59, I64 andI60 by lifting the bridge I62 from the contact points I6I and I63. Thiswill cause the circuit of the field coil to be completed through theresistance 86, thereby reducing the voltage of the generator I35 at anygiven speed. The generator will have to be run at a predetermined higherspeed corresponding to a predetermined higher vehicle speed, such as 35miles per hour to create the predetermined voltage required to cause thecoil to draw the armature down and restore the conditions illustrated inthis Figure 7.

Figure 8 shows the details of the relay switch 18 and its wiringarrangements. The circuit in the line 15 is shown as completed throughthe contact points I83 and I84. This may be the condition when thevehicle speed is above some predetermined point, such as 10 miles perhour. If, with the switch in this position, the Vehicle speed should beincreased, the generator voltage will also be increased and willcontinue to hold the armature I85 down in the position shown. Ifthevehicle speed should be lowered below the predetermined point, forexample, 10 miles per hour, the coil I80 is so designed that it will nolonger be'able to hold the armature I85 down against the tension of thespring I16 shown at the left end of the armature I85, and the circuit inthe line 15 will be interrupted. This will also interrupt the circuitthrough the contact points HI and I13 by the lifting of the bridge I12,thereby throwing the coil circuit through there- 6 sistance I96. Thiswill bring it about that the generator will have to run at apredetermined substantially higher speed corresponding to apredetermined highervehicle speed, which may be any speed higher than 10miles per hour; for example, 15 miles per hour, to create thepredetermined voltage required to cause the coil to draw the armaturedown and restore the conditions shown in Figure 8.

tact point I84 will touch contact point I83 when th armature is in theraised position. These changes serve to put these contact points I83 andI84 in positions similar to the positions occupied by the contact pointsI53 and I54 shown in Figure 7. With these changes, the resistance of thefield circuit of the generator 85, whether shunt excited or separatelyexcited, will remain unchanged by the different positions of the relayarmature.

Figure 5 shows the details of the vacuum relay switch 16 and its wiringarrangements. The circuit in the line 15 is shown as interrupted by theseparation of the two contact points I93 and I94. This may be thecondition when the vac uum in the intake manifold of the primary en-'gine' is high, corresponding to various positions of the throttle valveother than the fully opened or the nearly fully opened positions of thevalve. If with the armature in this position shown, the

throttle opening should be decreased, the vacuum uum in the intakemanifold will be decreased. v

If the decrease reaches some predetermined degree of vacuum,corresponding to positions of full open or nearly full open throttlevalve, the vacuum will be overcome by the spring I96 causing the piston200 and the armature I95 to fall and complete the circuit in the line15, through the contacts I93 and I94. This will also complete thecircuit from the line 15 through the line 99 and the coil I90, andthrough the adjustment resistance I92, to the ground. Thus, if all theseveral switches in the line 15 are closed, the coil I will be energizedto hold the armature down until the circuit through the coil is brokenby the opening of one of the switches in the relays 11 or 18, located inthe circuit in the line 15. This coil I90 may be designed and adjustedto have any strength desired to oppose the force of the vacuum upon thepiston 200. For example its strength may be such as to hold the armaturedown until the degree of vacuum in the intake system corresponds to ahalf closed or more than half closed position of the throttle valve.

Figure 6 shows an arrangement of relay switch suitable to be used in theplace of the vacuum relay switch 16 in case it be desired to have aswitch responsive directly to difierent positions of the throttle valveor of the accelerator pedal. Such an arrangement would be suitableeither for a Diesel engine or for a conventionalinternal combustionengine.

" Referring to Figure'fi, the circuit in the line '7 l s shown as interrpted by the sepa ation of th two contact points .2 3 and 1 M. Th s maybe theoondition when the throttle valve :or acceler tor p dal is in anintermediate position between fully closed and fully open positions. Ifwith the armature in the position shown, the throttle opening should bedecreased by the movement of the accelerator '229, the armature willcontinue to remain in the raised position, and the circuit in the linei5 :will remain interrupted. If with the .armature in the positionshown, the throttle opening should beincreased to the point at which thecontact '2 it reaches the contact 2H3, corresponding to. a fully wideopen or nearly wide open throttle position, it J closes the circuit fromthe line through condoctor 90, the resistance M2, the coil 2|0, the lineM9, and the contacts 2I-8 and 211 to the ground. The closing of thiscircuit causes the coil to be energized and to draw down the armature,closing the circuit in the line 15 at the contact points 213 and 2M.This will also-complete the circuit from the conductor 2|9 throughcontacts 223, 222'and 22! to theground. The completion of this lastcircuit enables the coil-to be energized although the circuit throughthe contacts 2!? and 218 is interrupted. This causes the armature toremain in the down position, even though the throttle valve is movedtoward a more closed position. If the throttle valve should be moved tothe point at which the circuit is closed through the contacts 2I6 and El1, corresponding to closed or nearly closed throttle position, thearmature will rise under the action of the spring 224 following thedemagnetization of the coil through its being short circuited, andinterrupt the circuit in line 1.5. Thus if all the several switches inthe circuit through line 15 are closed, the coil will be energized bythe closing of contacts 211 and 218 to hold the armature .down until thecircuit is broken through the coil by the opening of some one or more ofthe other switches in this circuit through the line 15, .or until thecircuit is broken as just described above.

Since the throttle shown in Fig. 6 controls the induction system of themain en ine including the vacuum in the intake manifold 33 the con trolseither by Fig. 5 or Fig. 6 produce substantially the same result, andfor the purpose of this ap l t thr tt e s a p rt of the .main engineinduction system,

i Th t n d on way lu oh indicated at 92 in Figure 2, and sh0Wn .i.I;.detail in Figure 4 is dapt d to ct clutchin nga ement .between theengine crankshaft 9B of the booster engine 42 and the splined end 9] ofthe clutch shaft so. When all the sw tch s inthe line 15 are closed, thestarting clutch magnet .89 will be energized and will draw the rod,vlflfi to the left moving the starting clutch 99 to the right againstthe spring lfl 2.by .means of the lever Hi4 ivoted at I05.- The clutchmagnet!!!) and the spr ng 102 should be sopronortioned that th cont be wn theolutchfaces J99 .and H18 though sufiiciently vfirm to crank thebooster, will allow a slipping action until the boosteris up to speed.

As the booster engine gains speed the one way clutch I0! is screwedforward on steeply pitched threads H3 on the shaft .95 by its inertiaaided by the centrifugal members i was they move outwardly. Thecentrifugal force of these members U0 causes a ca-mming action of theinner ends 18 J12 of thes arms n the sh u der of a roove around :theshaft .95 whionforces the one :way clutch member 101 forward. However,as long .asvthe booster engine speed is below that of the clutch shaft98 the friction between the clutch faces 10 and ma will oppose theforward .motion of the one way clutch member ID] :on the threads vI l3.But. as soon as the speed of the booster .englne attempts to exceed thatof the clutch shaft .98 this friction will assist the rotation of theone way clutch member llll in the forward direction to force theyieldably held cranking clutch member .99 back against the shoulder onthe clutch shaft 98, and firmly wedge the two clutch members together indriving relation for imparting driving torque to the shaft 34.

As described above, after the booster engine has been started the vacuumof the intake manifold 93 operates the switch 94 to open the circuit 88from the line 15 to the starting clutch magnet '89. Since it isdesirable to maintain the starting friction between the clutch faces I00and 108 until the booster has come up to speed and until the clutchmembers are in driving relation, the action of the switch 94 should bedelayed, as by a dashpot, until the booster has had time to come up tospeed. Further, if the current consumption of the clutch magnet 89 isnot objectionable, the relay 94 can be omitted and the current can beallowed to run through the magnet as long as the booster is operating.

As soon as any one of the control relays operates to open the circuit inthe line 15, the booster ignition will be cut and the booster eninewould have to be driven by the clutch 92 if it continued to run. Thisdriving friction of the face I00 would tend to unscrew the drivingclutch member I01 against the force of the centrifugal members H0tending to keep the clutch engagement as long as the booster is running.To insure that the booster is not continued to be driven by the mainengine after its ignition is cut, these centrifugal members areproportioned so that the clutching force resulting from the centrifugalaction of these members is not sufficient to drive the booster, therebyallowing it to slow down and stop.

Figure 3 shows a modified form of the control system shown in Figure 2.Figure 3 the relays 15 and 18 are the relays 16 and 18 shown in Figure2. Relay 1'! is designed to be operated by variations in the, currentoutput of the main generator 51, and for this purpose is connected inthe circuit between the generator 5'! and the out out relay [4. Thisrelay 77, shown in Fig. 9, is so designed that when a predeterminedengine speed is reached such as may correspond to a car speed of 25miles per hour when the car is in direct drive gear connection thebattery charging current will be sufficient to create sufficientmagnetism in the main relay coil 300 to pull the armature down and openthe circuit in 'line l5 through contacts 30L At the same time contacts303 are closed and com.- plete a circuit from line 75, conductorjio,aux.- iliary coil302 and contacts 303 to ground. The magnetism createdby this auxiliary coil is added to the magnetism created by the maincoil of the relay whereby less battery charging current will berequiredto hold the armature down than was required topull it down originally.

The design of this auxiliary coil can be so arranged that the magnetismcreated by this coil (and the main-coil together will hold the, armaturedown until some predetermined engine speed has share been reached. Atthis lower engine speed such as, for example, 20 miles per hour when thecar is in direct drive gear connection the battery charging current fromthe generator will be insuficient to create the magnetism required tohold the armature down against its spring. When the armature rises itcloses the circuit in the line l and opens the circuit through theauxiliary coil in the relay.

In this way the cost and care of the extra generator 85 shown in Figure2 are saved. It will be appreciated, however, that the range ofoperation of this control system of Figure 3 will be a little morelimited than the control system shown in Figure 2 due to the effect ofthe cut out relay I4 in preventing the battery charging current fromrising above predetermined values at higher engine speeds.

This system is also limited in respect to the maximum voltage that canbe applied to the relay 18. The cut-out relay HI is arranged toconnectthe generator 51 to the battery 13 for charging at a predeterminedvoltage, corresponding to certain generator speeds which correspond tocertain engine and car speeds, when in direct drive.

The result of this connection of the generator to the battery is thatthe generator voltage is prevented from exceeding the battery voltage byan appreciated amount, This means that the relay 18 must be arranged tobe operated by a voltage that is below this predetermined maximum, andhence, by a voltage corresponding to certain moderate generator speedswhich in turn correspond to moderate engine and car speeds when drivenin direct drive.

When the control of the relays 71' and I8 is according to engine speedsit will be according to engine speeds irrespective of whether the car isbeing driven in first, second, third, fourth, or reverse gears.

When the control of these relays is according to the speed of the drivenshaft or to the speed of some other rotating part in the driving trainto the rear of the transmission, it will be according to car speedsirrespective of whether the gear connection in the transmission is setfor first, second, third, fourth or reverse speeds.

In such cases the coils of the relay I8 may be so designed that therelay will always operate to open the circuit in the line 15 when thecar speed drops below some predetermined speed such as for example milesper hour.

This predetermined speed should be some speed that will be above themaximum speeds that would be normally attained by the car when driven infirst or in reverse gears.

Thus this arrangement serves to prevent the booster engine fromoperating wheneveer the car is being driven in first or in reversegears, thereby guarding against undesirable overload upon the drivingtrain to the rear of the transmission.

But when the relay 18 is connected to be controlled according to enginespeeds, some arrangement may be desired to protect the driving train tothe rear of the transmissions from such overloads when the transmissionis in first gear or in reverse.

This protection may be easily arranged in any one of several ways. Onesimple way is to provide a mechanical switch in the connection of therelay 18 to the ground, so arranged that when the switch is operated itwill open the circuit from the relay to the ground and thereby preventthe relay 18 from being energized to close the circuit in the line l5.

1o This switch may be arranged to be operated by the shifter rod or byother parts moving therewith when the first speed or the reverse speedgear connections in the transmission are made.

Referring again to Figure 3 the booster engine is shown as arranged tobe started by a conventional electric starter 3i i, which is connecteddirectly to the battery through the relay 3I2, the switch of which isnormally held open. When all three control relays 16, I1 and 18 areclosed to complete the circuit in the line l5 the relay 3|2 will beenergized by the voltage supplied through conductor 313, causing thecircuit to be closed from the battery to the booster engine starter.- v

As soon as the booster engine has been started thte vacuum in the intakemanifold 93 will open the switch 314 and cause it to open the circuitfrom the battery to the booster starting motor.

The driving connection between the booster engine and the shaft 34 isarranged to be efiected by means of a one way clutch, such as anordinary one way dog clutch or the one way clutch shown in Figure 4, butwithout the mating face 99 being movable on its shaft 98.

The action of this clutch upon engagement when the booster engine isfirst started up is prevented from being too abrupt by arranging meansto delay the full opening of the throttle valve of the booster engineuntil the, clutch has become fully engaged to the shaft 34; These meansmay consist of a solenoid 3l6 operating the throttle valve to openagainst the dashpot Figure 10 diagrammatically illustrates a typicaloperation of the vehicle of this invention, whichever one ofthe specificforms of weep; paratus may be employed, and with the apparatusconstructed and adjusted for the prede. termined speeds as hereinbeforementioned. diagram plots speed of the vehicle against time and assumesat the outset that a loaded truck is in operation on a smooth and levelroad at a speed in excess of -35 miles an hour at which speed andcondition the main engine is adequate to drive the truck without anyhelpirom the booster engine which is at rest. However, as the truckencounter a hill the throttle is pressed to a substantially wide openposition (thus closing the vacuum switch 16) but, nevertheless, theswitch 11 remains open until the speed of the vehicle drops to 20 milesan hour whereupon the switch 11 closes and starts the booster from restand clutche it to the propelling means. The hill being very steep, thetruck, despiteth'e joint action of the main and booster engines, stillloses speed until it is at a speed but slightly above 10 miles an hour,where, upon striking a level stretch, promptly, with both the boosterand main engines pulling, increases its speed quite rapidly to a speedslightly less than 35 miles an hour whereupon it encounters a very steephill which despite main and booster engines both pulling gradually dropsthe speed of the truck to somewhat less than 20 miles an hour. Followinga succession of grade changes the truck comes to a level spot whereuponits speed increases to above 35 miles an hourand the switch i1 opens andthe booster stops. After a short run on the level at a speed in excessof 35 miles an hour the truck encounters another steep hill which dropsits speed down to 20 miles an hour, whereupon the switch I? againcloses, starting and cutting in the vbocstenb'ut the hill is so steepthat the combined booster and .main engines are still unable to maintainthe speed and the speed drops to below miles an hour at which the.switch 18 opens and cuts out the booster. Then the operator changes toa lower gear which onables the truck to speed up once more and at 15miles an hour the switch 18 closes and cuts in the .booster once more.Due to greater torque with or without a reduction in the steepness ofthe hill, the speed of the truck increases and the operator then changesback to high upon encountering a diminution of the grade. Momentarily,however, as the change is made, due to a closed throttle duringshifting, the switch 7.6 opensand cutsout the booster, but, upon thethrottle being fully opened after the change, the switch 16 closes .andcuts in the booster again, whereupon the truck continues to run withboth the main engine and the booster pulling until its speed exceedsmiles an hour when the switch 11 opens and cuts out the booster bringingthe conditions back to those at which the diagram and the assumedoperation started.

.As above stated, Fig. 10 represents conditions in which the vacuum orthrottle controlled switch 16, remains closed except momentarly duringthe shifting of the gears. Switch 16, however, .in its preferred form asdescribedand shown herein, is so constructed and adjusted that it closeswhen the intake manifold vacuum reaches a predetermined low value or thethrottle is substantially open. It does not open when that value isexceeded but remains closed until a definitely higher value is reached,thus providing a delayed action so that the usual minor manipulations ofthe throttle by the operator will not open and close this switch withconsequent :unncessary stopping and starting of the booster. .Also, whenthe booster-comes into'operation it rapidly adds a large increment ofpower so that it is .desirable and necessary to have control .of thepower output of the main engine (with the booster still operating) andthis the operator can do by simply letting up as desired .on the footaccelerator of the main engine. For best results, the booster should beconnected so that its maximum power is supplied at about the:predetermined point of high'speed cut-out.

Having described my invention, -I claim:

1. In an automotive vehicleincludinga plurality of engines andpropelling means, means for independently connecting said engines tosaid propelling means, .control means for independently controlling the.poweroutpu't of one Eofsaid engines .during normal operation thereof,auto- .matic means controlled bymovement-ofsaid ontrol means towardsfull .power position and to a predetermined point in the range ofmovement-of said control means to starta second engine from rest andconnect it to the propelling means, means in said automatic meansarranged .to prevent disconnection of said second engine during saidsecond engine operation and during subsequent opposite movement of saidcontrol means towards low power position from said predetermined pointand lduringa range of movement of said control :means from saidpredetermined point to a second predetermined point when said controlmeans is-emoved-to substantially no power position, and means in saidautomatic means to stop saidsecond engine .at.said second predeter-(mined point and disconnect .itrfrom said propelling means.

2. Inan automotive Vehicle including ap uralityof engines and apropelling means, .means for independently controlling the power outputof one of said engines during normal operation thereof, including anelectric generator and means, including a switch operated by an increasein speed of said generator to a predetermined point for connecting atsaid predetermined point a second of said engines to said propellingmeans, including magnetic means ar ranged to prevent said switch fromoperating and disconnecting said second engine by subsequent decrease ofspeed below said predetermined point.

3. In an automotive vehicle including a plurality of engines and apropelling means, means .for .independently controlling the power outputof one of said engines during normal operation thereof including athrottle and means operated by moving said throttle towards closedposition and .to a predetermined point durin peration of a secondenginefor stopping and disconnecting .at said predetermined point saidsecond engine from the propelling means and arranged to be preventedfrom starting and connecting said second .engine by subsequently movingsaid throttle towards open position from said predetermined point.

4. In an automotive vehicle including a plurality of engines and apropelling means, means for independently controlling the power outputof one of said engines during normal operation thereof, an electricgenerator and means, including aswitch operated by an increase in speedof said generator to a predetermined point for disconnecting at saidpredetermined point a second of said engines from said propelling means,including magneticmeans arranged to prevent said switch from operatingand connecting said second engine by subsequent decrease in speed belowsaid predetermined point.

5. In combination, a vehicle chassis .having a main engine andpropelling .means, a secondary booster enginenormally at rest, means forstarting .said booster engine from rest, a clutch for coupling saidbooster engine to said propelling means, and interlocking meansresponsive to speed of a main-engine-driven generator and also to somepart of the induction system of said main engine for automaticallyactuating said starting means to start the booster engine from rest andclutching said booster engine to .said propelling means whereby saidbooster engine assists said main engine in driving the vehicle, saidinterlocking means including an electric relay responsive to the speedof said generator.

'6. In .com'binationin a vehicle, a, main engine power unit, apropelling .means, a supplemental engine power .unit normally at rest,means for connecting said supplemental power unit to said propellingmeans, astarting means for said supplemental unit for starting it fromrest, said last two means comprising a one-way clutch, means to operatesaid clutch to start said supplemental unit .and means to render saidlast means inoperative once the .boosterhasstarted, so that furtherfunctioning .of said clutch is solely that of acne-way clutch.

7. In combination in a vehicle, a manually-controlled main power .unit,a battery, a propelling means, a supplemental power unit, means forconnecting said supplemental unit to said propelling-means, an electricstartingineans ior said supplemental unit, a-circuit from the .batteryto said starting means, a circuit .from the battery to the ignitionsystem ofssaidsupplemental unit, relay switches to control theenergizing of saidcircuits to actuate said starting means to startthesupplemental unit and connect it to the propelling means including arelay switch set to operate at a predetermined low speed, a second relayswitch to operate at a predetermined higher speed, and a third switch tooperate by a, predetermined throttle position of the main power unit, agenerator driven by an engine-driven element electrically connected tosaid relays to operate said relay switches according to the speed ofsaid generator.

8. The combination of claim 7 further characterized by at least one ofsaid switches including means to cause it to open under differentgenerator speed or main power unit throttle position from those at whichit is set to close.

9. In combination, a main power unit, a supplemental power unit, atransmission common to said units, a clutch between said supplementalpower unit and said transmission, means for actuating said clutch, athrottle-responsive control on said main power unit for said clutchactuating means, a minimum speed-responsive control on said main powerunit for conditioning said throttle-responsive control for operation,and secondary speed-responsive means interlocked with saidthrottle-responsive control for starting said supplemental power unitand clutching the same to said transmission under predetermined throttleand speed conditions at said main power plant.

10. In combination in a vehicle, a main power unit, a battery, apropelling means, a supplemental power unit, means for connecting saidsupplemental power unit to said propelling means,

a circuit from said battery to the ignition system of the supplementalunit and automatic means responsive to the manifold vacuum of said mainpower unit during supplemental unit operation for opening said ignitioncircuit, stopping said supplemental unit and thereby causing it to bedisconnected from said propelling means.

11. In combination, a vehicle chassis having a main engine, anaccelerator therefor and an accelerator operated switch and propellingmeans, a secondary booster engine, a clutch for coupling it to thepropelling means, a throttle, an ignition circuit, a starting circuitand starting means therefor, an automatic control means responsive tocombined speed and the movement of said accelerator toward full powerposition and the operation of said accelerator operated switch forsimultaneously energizing said ignition and starting circuits to startthe booster engine, open 2 said throttle and operate said clutch intodriving.

engagement, so that the booster engine assists the main engine indriving the vehicle.

12. In a vehicle having an engine, a manual control therefor, a battery,an intake manifold and a switch operating mechanism and control meanstherefor, said mechanism comprising a cylinder, a piston therein, aspring biasing said piston toward one end of the cylinder, a connectionfrom said manifold to said cylinder to operate said piston by vacuumacting against the force of said spring and means, including an electricmagnet, arranged to maintain said piston in a fixed position against theforce of said spring during variations in said vacuum tending to causesaid piston to move from said fixed position under the influence of saidspring and said vacuum with changing positions of said manual control inthe operation of said vehicle, a circuit from said battery to saidmagnet and means in said control means arranged to close andiopen saidcircuit according to the speed of an engine-- driven element.

13. .The combination of claim 12 further characterized wherein saidmeans in said control means is arranged to close said circuit at onepre-- determined speed and open it at a second predetermined speed.

14. In a vehicle having an internal combustion engine, a manual controlmeans therefor, a

ergization and deenerg-ization of said circuit, said automatic meansincluding a first control responsive to the movements of saidmanualcontrol to and away from full power position to energize and deenergizesaid circuit, a second control responsive to the speed of said engine tocondition said first control for operation only below a predeterminedengine speed whereby said first control can only cause clutch actuationof said second clutching means either into or out of engagement onlybelow said predetermined speed and said means for connecting saidmembers for one-way drive containing means to cause it to come intopositive clutching engagement to con nect said members only when saiddriving member attains a condition of synchronous speed with said drivenmember.

15. The combination of claim 14 further characterized wherein said meansfor connecting said members for one-waydrive comprises-a clutch facemounted on a screw thread on said driving member and said secondclutching means comprises a mating clutch face mounted on splines onsaid driven member and including the provi-' sion of means in saidsecond control whereby, when it has once operated to prevent said firstcontrol from causing clutch actuation, it can-'- not again operate topermit said first control to cause clutch actuation either into or outof engagement until a second and somewhat higher speed is reached.

16. In combinatioma vehicle, an internal combustion engine having amanual control means therefor, a battery, an engine-driven generator, abattery charging circuit connected from said generator to said battery,including a cut-out for opening said charging circuit below a givenengine speed, a clutch and means for operating said clutch into and outof engagement including a solenoid, a circuit from said battery to saidsolenoid and automatic means for controlling the energization of saidsecond circuit, said automatic means including a first control operatedby moving said manual control towards full power position to energizesaid second mentioned circuit,

' a second control responsive to the speed of said engine to prevent theenergization of said second circuit above a predetermined maximum enginespeed and a third control to prevent energization of said second circuitbelow a predetermined minimum engine speed, said last control comprisinga normally open relay switch having a magnetic coil, a circuit from saidgenerator to said coil to close said switch and to allow it to open atsaid predetermined minimum speed, said last circuit being so arrangedthat the operation of said relay switch is independent of the operationof said cut-out in said battery charging circuit.

ageing-era:

.- 17's Imcombi'nation, a: vehicle, an internal comfor controlling theenergization of said circuit ineluding a first. control operated bymoving said manual control toward full power position to energize saidcircuit, a second control responsive to thespeed of said generator-toprevent energization of: saidcircuit above a. predeterminedmaximum-generator speed; and a third control to prevent the energizationof. said circuit below a predetermined; minimum generator speed, saidlast two controls. being relays, the first having a normally closedswitch which is opened by a magnet connected to said generator when thespeed of said; generator reaches said maximum, and the.- second having anormally open switch which. is closed by a magnet connected to saidgenerator when the speed of said generator reaches said minimum.

18. In combination, a vehicle, an internal combustion engine, a manualcontrol means therefor, a battery, aclutch and means for actuating saidclutch into and out of engagement, said means including a spring and asolenoid, a circuit from said battery to said solenoid for itsenergization and automatic means for controlling the energizationanddeenergization. of said circuit for controlling saidactuatin means, saidautomatic means including a first control operated on moving said manualcontrol towards and away from full power position to cause clutch.actuation, a second controlto-prevent clutch actuationby said firstcontrol above a predetermined maximum speed of. an engine-drivenelement, and a relay switch in saidcircuit and means responsive to thespeedof an engine-driven element to operate said relay at apredetermined minimum speed of an engine-driven element to preventclutch actuation by said' first control below said predetermined minimumwhereby said first control can control i the actuation of said clutchinto and out of engagement only in a speed range of said maximum to saidminimum.

19. The combination of claim 18 further charact'erized; to. contain;means whereini whem said:

speed; responsive means: has: once operated; said relay atsaidpredeterminedminimum. speed to. prevent clutch actuation, by. said firstcontrol.

4 said speed responsive means-cannot again actuate saidrelay to permitclutch: actuation into and out:

of engagement by said first, control until said speed. responsive meansreaches av predetermined:

speed; higher. than said predetermined minimum.

20. In combination, a vehicle, an internalacomr bustion engine, a manualcontrol meanstherefor, abattery, a clutch and means for actuating saidclutch into and outof'engagement, said-meansrineluding a spring and asolenoid, a circuit from said battery to said solenoid for itsenergization and automatic means: for controlling the energizationanddeenergization of said circuit for controlling; said: actuatingmeans, said automatic means including a relay'switch in said circuit anda first control means for operating said relay on moving said manualcontrol towards and awayfrom full power position to cause clutchactuation, a. second: control to-prevent clutch actuation. by said firstcontrol above apredetermined maximum speed of an engine-driven elementand a third control to prevent clutch actuation below a predeterminedminimum? speed of an enginedriven element whereby said first control cancontrol the; actuation of said clutch into and out of engagement only ina speed range ofsaid maxi-v mum and said minimum.

21. The combination of claim 20- further characterized to. containmeans, when said first con trol causes clutch. actuation on moving saidmanual control towards full power position, to prevent opposite clutchactuation by said first control on moving said manual; control awayfromfull power position until said control has moved to substantially idlingposition.

H. BEALL.

REFERENCES CITED The following references are of record in the file ofthis patent:

UNITED. STATES PATENTS Number Name Date 1,768,530 Short June 24, 1930

